Filter



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IIIIIIII l5. H. WELLS I' FILTER F119@ Nov. 4, 1957 2 Sheets-Sheet 2 I D. F /E me/whom Siren/nan) .l Patented 13,

UN ITE-D STATES PATENT OFFICE 1 mmm i1. $231@ Ellyn, m.

Application November 4, 1937, Serial No. 172,812

A2 claims. (cl. 21o-150.5)

This invention relates to the art of ltering liquids to eiect the Iremoval of solids therefrom and has especial reference to the provision of an improved and effective oil lter which is practical for and eflicient inuse when attached to an automobile, tractor, truck, airplane, stationary or Diesel engine.

Among the objects of this invention are the following:

The provision oi' novel methods of heating the oil in a lter having a lter medium by which solids which discolor and are deleterious to the oil are removed or separated by a single pass of the oil through the lter medium and wherein the lter is adapted for attachment to an internal combustion engine;

A lter that will remove solids, including commonly called colloidal carbon, from used crankcase oil passed therethrough, and remove them from the engine faster than so-calledl filters or strainers of the prior art;

A lter which will permit substantially full `engine pressure to be carried on the inlet side of the lter medium, and substantially zero pressure on the outlet side of the lter medium, for substantially the full life of the lter, that is, from practically the time it is new until the filter container is substantially iilled with lter cake; and will keep the engine oil in a clean condition during the useful life of the filter;

A lter which will continue to eiiciently function when the tight cake composed of all the diierent sized particles n ordinary crankcase oil has deposited on the filter medium. By this, I mean that the lter continues to function by filtering the oil through the cake deposited on the lter medium, and does not stop filtering as soon as such a cake is formed; v

To keep the oil in the crankcase cleaner during at least seventy-ve (75%)v per cent. of the full life of the filter than has been'possible with filters of prior art of equal size;

To provide a lter which not only is more efficient but needs to be replaced less frequently than filters of prior art of equal size;

A filter in which solids removed from the oil maybe ymorev tightly packed than in filters of prior design;

A lter which will hold upwards to 4.7 times as much dirt as will the best filters of prior art of equal size that will also give color ltration;

To provide a lter that will, when operating on a by-pass and when'20% ill-led with solids,

remove solids including colloidal carbon from 55 enough to allowthe lter to function emciently the crankcase -oil in the system in which the lter is placed from six toten times faster than the most eiiicient. iilters of prior art of equal size and with an equal weight of the same solids deposited therein.

A lter that will not unload the solids 'deposited therein when the pressure is varied, as wren starting the motor or when changing the 0 t To use, in connection with a lter with a true single-pass lter medium, the heat contained in either the warm oill of the crankcase or the liquid coolant of the motor for ltering purposes;

Provision of using heat for ltering purposes, wich will be inexpensive and readily obtaina e:

To remove solids in crankcase oil which would otherwise abrade and wear the moving parts or agglomerate to stop up oil passages causing engine failures;

To extend the useful life oi' the engine oil,

saving the owner time and money and conserving natural resources;

To make a lter that can be employed for a predetermined time before replacement is necessary, still keeping the oil in the crankcase under average use in a substantially visibly clean condition, and enabling solids to be packed into it to the consistency of thick putty;

Provision of a lter with a controlled ow rate so that it will not pass so much oil when new that it will starve the engine, and still will pass a sucient quantity up to the time it is completely packed with dirt to keep the viscosity of the oil low for ltration through a true lter medium;

To extend the useful period of life of a lter attached to the lubricating system of an internal combustion engine so that the filter will continue to function in a useful manner after a cake has formed on the entire surface of the lter medium, a cake which normally would retard the iiow of oil through the lter to such an extent that, were no means for overcoming this provided, the cold oil in the lter would not be replaced with or warmed by the warm oil in the cranlrcase so that filtration could emciently begin when the motor was started. In other words, it is an object to prevent the oil from laying practically dormant in the lter when the motor is started, after that filter has become only partially iiiled with solids;

A provision of heatinggthe oil in a lter at tached to an internal combustion engine fast in automotive 'service with stop and go driving,

l tion Serial No.

l through the filter;

'and its accompanying heating the oil so severely as to cause oxidation and sludging or coking of the oil;

One of the outstanding objects of the invention resides in the provision of a novel by-pass orice or constant bleed port within a nlter made with an eiiicient filter medium, so that when the filter assembly and ily-pass oriiice are properly placed in a duid-tight shell, the filter medium will function to remove .fine solids from the liquids being filtered thus eectlng a cake on the surfaces of the medium. and the by-pass oriiice or bleedI stream of warm unfiltered oil to pass through the filter to keep it virtually at the temperature of the oil in the crankcase and without substantially reducing the pressure on the inlet side of the filter medium.

. The present application constitutes a continuation-in-part of my prior co-pending applica- 91,925, filed July 22, 1936.

For a further understanding of the invention, reference is to be had to the following description and the accompanying drawings in which:A

Fig. 1 is a longitudinal view taken through a' filter constructed in accordance with the present invention and wherein the orifice is protected from stoppage during use by means of a strainer leaf; i

Fig. 2 is a longitudinal view taken through yet never a filter wherein a double shell is shown;

Fig. 3 is a longitudinal view taken through a lter equipped with a jacket through which is circulated a liquid coolant;

Fig. 4 is an end view. taken of a lter mounted within the reservoir of a radiator;

Fig. 5 is a diagram representing oil flow rates Fig. 6 is a similar view of-a filter in an oiling system.

It is knownthat the solids in crankcase oil consist of sand, metal, metal oxides, and carbon. The carbon. which usually composes about 75% of the total solids. may of varying degrees of hardness. Coarse carbon results from particles falling from the underside of the piston or from agglomeration of the colloidal carbon. Gums and asphaltines will sometimes tend to hold the iine carbon particles together, and it is notuncommon to find engine oil ducts completely stopped with fine particles of carbon.

' Colioidal carbon frequently has different meanwilld function to allow a small` be coarse or fine and.

ings. It is deflned here as those minute carbon particles which, when present in new or used motor oil in quantities, cause -the oil to appear black when spread on a piece of steel or glassl but which may be r of ne porosity after a slight cake has formed so that the nitrate will appear clean. If used oil is diluted with nine parts of naphtha and centrifuged, the colloidal carbon lwill be deposited in the bottom of the container. If a barrel of average used oil is allowed to settle for a year without being disturbed, the upper fifty per cent. of that oil will be free -from colloidal carbon, as the word is used here, but the :lower thirty per cent. will contain colloidal carbonand abrasives of equal size still in suspension'.

Removal of carbon is desirable becauseztu) some of its forms are hard, (2) it tends to collect from centrifugal action in the crank shaft and withy gums to stop oil es, andv (3) 'it tend to form emulsions with water-, carryingthev filtered out with filter pape asphaltlnes andthe like afi-caesar water with any traces of inorganic acids that may be contained therein to the moving parts of 'the motor to cause corrosion. Without emulsiilcation, 'water will ordinarily'lie in the bottom .of the crankcase where it can do no harm.

Removal of colloidal carbon is also desirable because, if a "illtcr is provided which does not remove it, that filtcr' cannot remove those particles of sand and metal or metal oxides which are just as nne as colloidal carbon and which will also abrade the motor. A practical reason for removal of carbon is that the operator of an internal combustion engine can see if the oil is clean when the colloidal carbon is removed. If it is not remov the oil looks black and dirty and no one can is lwithout an analysis. and even then, a prac- I tical determination is difiicult.

The well-known cotton waste filter will remove colloidal carbon but its life is limited. 'I'his is not a true lter as most of the solids are not removed in one`pass, the nitrate testing usually 1.8% solids or more if the feed oil tests 2%. The cotton waste "iilter in reality ls a settleri in which the oil is allowed to pass through a. container, and the waste interior prevents convection currents, permitting the solids to settle on the fine fibers of the waste as the Aoil passes around them. The solids cannot be packed in the waste to the consistency of putty because any oil passing the waste under pressure washes olf the solids already deposited and `prevents others from settling thereon. The pressureis of necessity reduced by an orlce' suitably' placed in the inlet or outlet of the filter to out down the rate of iiow to allow settling and prevent starving the engine, because the waste is so openly porous. The rate of flow through a waste type ii1ter" is slow enough to allow settling but is many times the rate of iiowthrough a filter of the same size made with the largest area. possible of true filter medium, without a bypassing oriiice. In industrial but non-vehicular uses a filter is ,usually equipped with a filter medium which removes in one pass at least and usually over 98% of the solids in the liquid being filtered, and if the device does not accomplish this, it is known as a strainer or a screen. In my invention is embodied the first true filter which is practical for use when attached to an internal combustion engine.

If a disk type filter made from the most openpored paper and resin impregnated, in accordance with my co-pending application. Serial No. 91,925, containing four square feet of area is placed in a system whereby S.A. E. No. 30 oil containing solids from drained crankcase oil can be forced therethrough at forty pounds per square inch pressure at a temperature of F., the flow for instance will vary as follows: At first, before the cake catches on the filter medium, the rate of flow will be many gallons per hour, the filtrate dirty, and the pressure on the inlet side of the filter medium will be low and aboutthe same as the pressure on the outlet side of the filter medium unless special provision is made to take care of the enormous flow. However, as

tell how abrasive it aaeaesi pressure on the outlet side oi the lter medium drops to almost zero, when proper piping is used. In practice, iilter media that will catch the cake quickly without the use of any "filteraid" is used herein,

The "catching of the cake as determined by (l) ow rate, (2) brilliancy of iiltrate, and (3) pressure within the filter is positive. A true lter medium, as used in this specication, means one that will catch the caire when ltering used lubricating oil and will then remove more than 90% of the solids in one pass. Prac tically the only solidsthat pass such a iilter medium with the initial caught cake, are those oxidized products which are soluble in hot oil, but are precipitated out when the oil is celled and diluted with naphtha for centrifuging.

Even a new rate of iiow of a few gallons per hour is not suliicient to maintain the temperature in the iilter at near that of the oil in the crankcase because of radiation of heat from the filter.

Behavior of so-called iilters of prior art compared to my true ilter may be more easily explained by referring to Fig. 5. In this View. the ordinate represents the gallons of iiow at a constant temperature and pressure, and the abscissa represents the amount of solids, based either on weight or volume, accumulated in the lter during use.

Curve K represents the ow of oil through a true filter medium, such as may result by forcing an S. A. E. No. 30 oil through four square feet of true filter medium at 160 F. and d0 pounds per square inch pressure. The invention is not limited in any way to the area of the filter medium used. The cake is much more dense than the filter medium, and therefore the rate as shown as C will be much higher than the rate as soon as the cake catches as shown at D. How high the rate begins will therefore depend upon the selection of the filter medium. For best results. a filter medium should be selected which catches the cake in less than 200 miles of o peration when attached to an automobile, alfthough still more openly porous lter media probably can be used. As soon as the cake catches, the rate begins to fall, rapidly at first and slower later, as solids accumulate in the lter. It will be noted that the drop in iiow rate between K and F is much less than between D and K.

To further illustrate the curves in Fig. 5, a test run with apparatus indicated in Fig. 6 may be used. In Fig. 6, the container tti is partially tilled with new oil which is maintained at 160 F. The lter ed is one with an openly porous lter medium of area desired for the test, so openly porous that a high rate of flow isobtained at iirst.

Oil Si is forced through the filter ed by means of a pump 62. With this specially selected open filter medium, the rate of flow at iirst will be many gallons per hour and the lter 64 will be maintained at practically the same temperature as the oil 6i in container 60. Then continually add to the circulating oil some diatomaceous earth, activated carbon, or any kind of solids which will slow the rate of flow through the filter. As this rate drops, the lter remains hot until a point is reached Where heat from the incoming oil 'ceases to be enough to replace all of that lost from radiation. At this point there begins a cycle when the cooling iilter causes higher visrates ci dew, which causes a cooler filter and higher viscoslties and so on until thelter cools rapidly and the rate of ow falls precipitously. The rate oi flow at which this cycle begins is called the critical dow rate, and is represented approately at the point H in Fig. 5. In other words, to maintain a temperature suitable for iiltering in an unheated filter, a flow approxi-4 mately as high or higher than that represented at H is required.

1t will be noted that with S. A. E. No. 30 oil and de pound per square l inch pressure, the iow through a true lter medium as soon as thecake has caught, even at 160 F. is below the point I-I or will rapidly fall below this point as cairev accumulates in the lter. I am referring to areas in the neighborhood of 4;. square feet which are about the' practical maximum for a 70 cubic inch lter, the size generally accepted by the automobile manufacturers.

Add to this eiect that of stopping the motorand allowing the oil in the filter to become cold. The viscosity of an S. A. E. No. 30 oil might be the following:

It will be noted that at 70 F. oil is about ll to 17 times higher in viscosity (thicker) than at 160 F. and at aer'o it is from 443 to more than 11u00 times higher in viscosity than at 160 F. It is no wonder that if no means is provided for heating the oil, it will lie practically dormant or stagnant in a filter made with a true one-pass filter medium, although that lter has less than 5% of its space lled with cake. In other words such a lter becomes inactive almost immediately because of the combined eects of (l) dirt accucosities of oil therein, which causes still lower'75 mulation, (2)v dropping oi'temperature due to radiation and (3). dropping of temperature due to stopping the motor.

In general lters of prior art have circumvented this dimculty by using open pored or open weave lter media so that all the dirt is not removed in one passl and both dirt and oil are :forced through the lter medium to allow circulation. ls stated above, the waste-typev ilter" is an example of this and the percentage of solids in the feed and the nitrate does not vary much. Canton annel used extensively in an 8 oz. weight is very similar and the feed testing for instance 2% dirt will usually show a iiltrate in one-pass testing no; less than 1.6% or 1.4% even if the p1 the lt'er to slow the flow or velocity of` the oil through the iilter medium so the solids will settle thereon. If the pressure is suddenly raised, the nitrate may test higher in dirt content than the feed. By using such open-pored filter media, these so-called lters become really nothing more than strainers or'settlers wherein the dirt may be deposited because of the slow velocity of oil in the flterf and none of the advantages of true or brilliant nltratio are secured in them.

In the preferred form of my invention, a small l f uced with an orifice in the inlet of rate falls below that required My invention is factthat a small by-pass stream of efficiently nla point of 4 system to whichmyinvention is attached. Rethe faster will be the rate of ow and the dirtferring again to Fig. 5, the total amount of oil removing rate. Temperature aids filtration by passing through my illter'with a constant bleed" will be represented by the dotted line B. The flows of B are totals of K and G, the latter being 'approximately the constant flow through the orince in the nlter. higher or lower flows than this and not invention. These two streams accomplish the following results. The larger stream, represented at G through the orii'lce, keeps the now above the critical The smaller stream K through the nlter medium keeps the oil clean.

Waste type illters" are so openly porous that probably more than 20 times the ilcw represented by B would pass through them and the engines to which they were attached would starve" if the now were not limited by means of an orifice (either as such or in the form of small lines) `in either the inlet or outlet lines. With an orince in the feed or outlet lines, the flow through a waste type illter" may be represented at A, which is several times oil in the filter warm, but is inot enough to starve the engine. As stated above the limiting factor of this now is the or outlet line of the waste illter."

The quality of a filter is determined by the two factors (1) how fast it removes dirt and (2) how much dirt it will hold before the dirt-removing to keep the oil clean in appearance.

largely dependent upon the tered'oil will keep the oil in the crankcase much depart from the spirit of the higher than necessary to keep the reducing viscosity,

flow rate H and the illter warm.

size of the orifice in the inlet.

cleaner than will a large stream of inemciently filtered oil. The effectiveness of my method may be conceived when one realizes that every quart of oil truly gives the same results as draining a quart of used oil and adding a quart of new oil to the motor, from a dirt content standpoint.

With my invention, the dirt removing rate at F, Fig. 5, is higher than that required to keep the oil in a clean appearance in the average automobile and should be as high or higherthan J for the most efficient waste type filter of prior art, although at'F, my filter had accumulated several times the amount of solids accumulated by the waste type filter at J. The point at which the dirt-removing rate of a canton annel filter falls below that required to keep the oil in the average automobile in a clean appearance, will be reached waste type filterf as computed by the amount of solids contained in the nlter.

In my invention, a true ing a brilliant filtrate not only catches" the cake, including colloidal carbon, but holds it against long before even than with the filter medium producdepending upon the pressures within the engine system. 'Ihis vaccounts for the fact that I can condense the cake to the consistency of putty in my filter, before replacement is necessary, and is difference between a true nlter and strainers of prior art.

A number of conditions favor filtration. Cake from crankcase oil should not be classified as compressible, and the rate of ilow through it, when held on a true filter medium, will vary almost directly as the pressure. The rate of flow incidentally is determined not by the pores of the filter' medium but by the density or porosity of the cake.l The more pressure that can be used,

as noted above. Removal of all solids in one pass, asdiscussed in my prior application Serial No. 91,925 of which this is a continuation-in-part, improves the dirt removing rate.

In my invention, advantages have been taken of:

Removing the dirt in one pass through the filter medium.

Using substantially full engine pressure on the inlet side of the filter medium and zero pressure on the outlet side during substantially the full life of the filter.

Bringing the oil up to temperature as quickly as possibleto reduce viscosity, and still not allowing the oil to overheat in the filter on long runs on hot days.

It is known that filters have been described in the prior art as heated with exhaust gases, but these have never reached much commercial success because if sufilcient gases are used to heat the oil in wintry weather, the, oil gets so hot on long summer runs that it oxidizes or cracks, causing much more damage than the filter could ever hope to overcome or offset. The reason for this is that the specific heat of exhaust gases is low and their temperature frequently exceed '100 to 1000 F.

The illter shown in Fig. l consists of a liquidtight shell 1 containing inlet opening 5 and outlet I. The illter medium 2, which is a true filter medium and is preferably made in leaf form of paper disks, sealed at the periphery and impregnated with materials as described in my prior application Serial- No. 91,925. However, other shapes of illter media, and lter media of other material may be used without departing from the spirit of the invention, so long as the filter media selected have a pore size small enough so that the cake will be caught early in the life of the illter. The leaves'are cemented to the spacers 8 so that, were it not for the orifice 6, the only way that oil entering the filter through the inlet 5 could leave the filter through i would be to pass through the true lter medium 2. However, the spacer adjacent leaf 9 is bored with a drill approximately .043 inch in diameter, making the orice shown at 6. The leaf shown above the orificebearing spacer (the end leaf), is made by spacing two open mesh cloth or screen disks 3 with one or two drainage screens l (one is shown in the drawings). This leaf functions to strain the oil passing through the oriilce 6 so that the latter will not become stopped up. The disks 3 are made of open weave material so that they will not catch colloidal carbon or other small materialto form a tight cake which in turn would prevent this leaf from passing as much oil as the oriilce 6 would carry.

In operation, the filter is connected to the 'lubricating system of an internal combustion enthrough the true filter medium 2 at practically full engine pressure while the rest passes through the end strainer leaf and orifice 0. As soon as a cake is formed on the filter medium (as soon as it through the orifice. l through outlet l is returned either directly to the asentar f'catches) the cake itself restricts the ow of oil through it so that only a small portion of oil passing through the lter passes through the cake and filter medium and the largest portion passes The oil leaving the filter crankcase of the engine or to moving parts requiring lubrication. For best filter emciency, there should be practically no back-pressure in the outlet l.

The shape of the constant bleed orlce t is not important and it may be' round, square, slit-shape, or it may be located in a dierent position, such as in the seat of a relier ,valve of the nner; the

only requirement being that it shall allow a small stream of oil to constantly bleed through the iilter without being filtered and Withouty materially reducing the pressure on the inlet side of the filter medium. (Oil through the orifice may be strained). Therefore the size is important and must be correlated with the size piping used to and from the filter, and the amount of oil required to warmthe filter quickly and allow the filter medium t'o eiliciently function. As the cost` of tubing and fittings are important because of volume productions of automobiles, tractors, etc.,

manufacturers desire to use the smallest tubing and fittings that will be satisfactory. For this reason the smallest orifice that can he used which will not become stopped up and which will pass enough oil to heat the filter almost aswquickly as the oil in the crankcase is heated is best. When using short 1/4 inch O. D. tubing, an orice from .635" to .045" diameter is usually satisfactory, al!

though variations from these gures may be used,

n especially if larger tubing is used. Orces in the order of .065".pass so much oil that they reducev through the inlet i6, passes between shells i3 and it to the opening in shell it at I2. Oil entering i t' returning to the crankcase ci' to a movingpart requiring lubrication, could carry the oil from the filter unltered, so that oil inthe filter would be replaced with warm oil from the cranircase. A separate line is not necessary as the unfiltered oil can be returned through the oneline with the filtrate .lust as easily as not, saving the cost of the third line. f

ln Fig. l, the inlet and orifice are preferably in opposite ends of the lter to providel a better circulation of oil through the filter than would be obtained if both were placed in. the sameV end. The inlet preferably should be on the bot tom and the orifice on top if the lter is to be mounted vertically on the engine. If filter in Fig. 2 is to be mounted horizontally, the opening i2 should preferably be on the upper side.

The inner container I could have part 'of its wall or end, or in fact all of both ends and side wallsmade of perforated plate, with openings smaller than the orifice I i, or of a screen. While screening of the oil passing through lthe oriiice maybe used', in many instances it ,is not' necessary, and a screen in such cases need not be provided.

This invention, involving the use of a bleed orifice, is particularly adapted for use in a filter with a. true iilter medium, of which porous 'wood or rag pulp in sheet, molded orother form, impregnated with a polymerized resinoid such as'Bakelite is preferred. medium is not limited to one of fibrous nature, and the iixed area, constant bleed or by-pass may be used with filter media made of rattan, iuller's earth, porcelain, Wood, cloth or in fact with any material whichgives true filtration. Whenusing so-called filter media that do not remove yall the solids in one pass or that do not form a cake, the advantages of the use of a bleed orishell it through this opening is divided into two parts, part of it passing through-the leaves ii and the larger part, after the cake hasI caught" on the true filter medium, passing throughfthe orifice il. Again orice l i is small enough to prevent much loss oi. pressure on the inlet side of the filter medium and increase of back pressure on the outlet side of the filter medium within' practical limits; and large enough to keep the filter up to temperature.

Shell it serves vto hold either water or solids that have settled out, and prevent them from getting into the oil stream. Shell it may be entirely eliminated, and in fact, is seldom necessary; i

or it may be inserted in the construction shown in Fig. l. Either filter may be inverted or mounted in a horizontal position. Other means of screening the oil going through the orifice may be used than that shown in iilter in Fig. 1. For instance a screen IG may he placed over the inlet opening of the filter so that all the oil entering the iilter will be strained to remove lint or anything which might have a tendency to plug the orifice. Or oriiice il in Fig. 2 could be covered with a screen. And without departing from the spirit of the invention, a separate opening in the filter shell with a small separate line suits from a iiltering standpoint.

nce are diminished because there is a large flow of oil at all times during the useful life of the ffilter through the filter" medium and thislarge flow keeps the filter warm. I refer particularly to the cotton waste type iilter In contrast to the cotton waste type filter, if the ilter is made with a true filter medium that removes practically all the solidsin one pass and l If an orifice isplaced in feed inlet 5 or i6, it

yserves the purpose of cutting down the amount of oil that will pass through the filter when the oil is hot or cold, when the filter is new or old, so that at no time would the lter remove so much oil from the lubricating high pressure system of the engine that lt` would starve the bearings and cause undue drop in pressure. For these purposes the orifice in the feed line is very useful. An orifice in the outlet line would have the same results from the standpoint of limiting the maximum now.

But these orifices do not give the desired re- They control the now of oil through the filter but this control is obtained at the expense of pressure on the filter medium'. When the orifice is in the feed line and the filter is equipped with a very porous or strainer medium like cotton waste or 8 ounce canton flannel, the actual pressure differential, when the illter is operating in a manner that will remove dirt fast enough to Vkeep However, the lter the crankcase oil in the average engine in a clean-appearing condition; measured as difference in pressure on the inlet and outlet side of the filter medium is very small.l That is what is necessary with these strainer media to prevent the filter with the liquid used as engine coolant. l

for purposes of heating the oil in the filter to maintain filtering viscosities. The coolant may be circulated through a jacket surrounding the filter proper, or the filter may be mounted within a chamber containing the liquid coolant, such as in the reservoir of the radiator.

In Fig. 3, the filter medium is shown in the form of filter leaves 35 mounted with spacers 38 to form a `filter assembly, which in turn is mounted in the shell 33 in such a manner that 25 when liquid to be filtered is introduced imder pressure into the shell 39 through inlet 33, it must be forcedl through the filter medium before it can leave the filter through outlet 3l as filtrate,

There need be and preferably is no orifice in this type of filter. The oil entering the filter 33 may come from the engine pump, or from* a separate pump, operating on a by-pass system so that the filtrate from outlet 30 is returned to the engine crankcase or to amount of oil for lubrication. y

'Ihe coolant jacket, referred hereto as waterjacket may be located on the walls of the container as shown in the drawing at 31, or it may entirely surround the desired. Water may be circulated through the jacket 31 by connecting lines to an opening for instance on the suction side of the water pump from either 34 or 3i opening, and connecting another line from the other jacket opening (34 45 or 3l as the case may be) to a point where hot water from the engine will be circulated to the jacket 36. The hot water connection might easily be from the cylinder head hot water compartment. 50

During operation of the motor, water is circulated through the jacket 31 by means of the pump (or by thermo-Siphon if the motor is not orifice with a 10 bearings requiring a small 35 inner filter vshell 33, as

with a pump) and warms the oil by conduction. "When the engine is stopped, the hot water in the engine surrounding the cylinder walls and in the cylinder head, circulates through the filter water jacket and continues to warm the oil almost as rapidly as when the motor is running. With stop and go driving, this feature of the water jacket is important, and assures operation of the nlter for a high per cent. of the time the oil pump is actually running, with viscosities of the oil in the filter suitable for filtration.

is shown at Fig. 4,'where the filter is mounted in the reservoir of the radiator, at the top where the hot water is located, so that oil within the filter is warmed by the hot water surrounding it. A single-pass filter medium is used in this type of filter, with preferably no orince within the filter as a constant bleed. The opening. could be'the inlet and oil from the crankcase forced into the filter from the by-pass from the engine pump. The filter outlet l0 would be connected to the crankcase or to a channel through which oil may be supplied to -a moving part.

What is claimed is:

1. A filter comprising a shell having an oil inlet and outlet, filter media disposed in said shell in the path of liquid travel between said inlet and outlet, said filter media being of the surface filtration type. and means for constantly'l bypassing at a higher rate of flow, the major portion of the unfiltered oil delivered to the shell' than that of the oil passing through said media and the cake formed thereon in order to utilize the heat of the by-passed oil to control the viscosity of the oil advanced through said filtering l media.

- 2. A filter comprising a shell having an oil inlet and outlet, filter media disposed in said shell in the path of liquid travel between said inlet and outlet, saidfllter media being of the paper surface filtration type and when in active use removing by oil passing therethrough at least of solids in a single pass. and means for constantly by-passing at a higher rate of fiow, the major portion of the unfiltered oil delivered to the shell than that of the oil passing through said media and the cake formed thereon in order to utilize the heat of the by-passed oil to control the-viscosity of the oil advanced through said filtering media.

" v DONALD H. WELLS.

A simplified arrangement of the water jacket 

